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VIBRATION TOLERENCE LIMITS International Code Country Type of Structure Minimum Acceptable Value of PPV in mm/s Structures that,

because of 2.5 their particular sensitivity to vibration, listed buildings under preservation order Buildings and walls 6.0 Historic Site, the allowable 3 to 10 horizontal PPV at the top of the monument to avoid structural damages Historic Site, the allowable horizontal PPV at the top 0.100.75 of the monument to avoid architectural damages Buildings extremely 3 susceptible to vibration damage Sensitive Historical 3 Structures

DIN 4150 Part 3

Germany

BS 5228-2 GB/T 504522008

British Chinese

FTA-VA-90-1003- US 06 SN640312a Swiss Standard

COUNTERMESUREMENT FOR REDUCTION OF VIBRATION Mitigation methods in the source Some of the methods used that can be used for avoiding excessive vibration in the railway structure are listed below. Welded rail Modification of car design especially the primary suspension system Resilient wheels Wheel truing Rail grinding Resilient direct fixation rail fasteners Stabilization of soil under the embankment Floating slabs Reduction of train speed Usually a combination of two or more of these methods is used. For example wheel truing, rail grinding, welded rail, and resilient fixation are all used together. Each method is mostly effective within certain frequency range. While the truing of wheel and rail grinding methods are effective at frequencies above 100 Hz, the floating slab usually is effective at frequencies above 15-20 Hz

This method is mostly used in case of underground railway which is characterized by its high frequency content compared with surface railway traffic on soft soil. On the other hand in the very low frequency region (below 20 Hz) the soil stabilization method can effectively mitigate the vibrations. Mitigation methods in the path A barrier in the way of waves propagating from the source to the receiver is sometimes used in order to mitigate ground-borne vibration. The method which is also referred to as screening is studied experimentally and numerically for open as well as in-filled trenches used as the barrier. Unlike open trenches, both the width and depth of the trench are reported to be important for the effectiveness of in-filled trenches. Further more the optimum depth of the in-filled trench is reported to be about 1.2 times the wave length of the Rayleigh waves in the soil material. The method has been used with some success for reduction of ground-borne vibration caused by train traffic, using stabilized soil with lime cement columns as the in-filled trench. An important disadvantage of the method in soft clay soils is due to the relatively low frequency content of vibrations in this kind of soils which is corresponding to very long wave lengths. Therefore in order to be effective, the trench must be very deep.

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